JPS6227302B2 - - Google Patents

Abstract

A system for controlling the hydraulic pressure of a hydraulic control circuit of an automatic, variable speed transmission during a shift operation is provided. The hydraulic control circuit includes a plurality of hydraulic pressure control valves, a plurality of flow path switching means and a plurality of solenoid valves for controlling the engagement and disengagement of clutches and brakes in the transmission. The energization of the solenoid valves disposed in the hydraulic control circuit is controlled by an electronic system, which comprises a large scale integrated semiconductor logic unit, a semiconductor read-only memory, a semiconductor read-write memory and as required, input/output ports. The semiconductor read-only memory stores, inter alia, hydraulic pressure control program data which become operative during a selected one of the shift modes, each of which comprises a combination of the current speed stage and the speed stage to be established, and which controls the hydraulic pressure of the hydraulic control circuit by a repeated deenergization and energization of the solenoid valve for a given time interval during the shift operation. A signal indicative of a shift lever position is applied to the electronic system from a shift lever detecting means. Also a signal indicative of the current vehicle speed is applied thereto from a vehicle speed signal generating means. Finally, a signal indicative of a throttle opening is applied to the system from a throttle opening detecting means. In response to these signals and based on the constants data and the program data which are stored in the read-only memory, the electronic system determines a speed stage to be established. The hydraulic pressure in the hydraulic control circuit is controlled, simultaneously with a switching of the speed stage, on the basis of the hydraulic pressure controlling program data, thus reducing any rapid fluctuation of the vehicle speed or impulses during a shift operation.

Description

[Detailed description of the invention]

[Object of the Invention] (Field of Industrial Application) The present invention generally relates to an automatic transmission mechanism driven by an engine, a fluid circuit for setting a speed gear of the mechanism, and a speed gear to be set in the fluid circuit. The present invention relates to an automatic transmission that is a combination of an electronic control device that specifies an automatic transmission, and particularly relates to an automatic transmission on a vehicle. (Prior art) An example of this type of automatic transmission is
It is disclosed in Publication No. 144861. The necessity of shifting the speed gear (switching to a higher gear or switching to a lower gear) is determined when the throttle opening and vehicle speed (rotational speed of the output shaft of the transmission mechanism) are set in advance for each speed gear. It determines which of the ranges it is in (which speed range the current driving condition is suitable for), and if the determined speed range is higher than the currently set speed range, the speed is changed to the higher speed range. The speed gear is shifted (shifted up), and if the speed gear is lower than the currently set speed gear, the speed gear is shifted (shifted down) to a lower speed gear. By the way, in an automatic transmission with a torque converter, it is necessary for the hydraulic servo to which hydraulic pressure is supplied and the hydraulic servo to discharge pressure to be oiled and drained at an appropriate timing before and after a shift, and conventionally, such timing adjustment has not been carried out. and an accumulator is used to adjust the hydraulic pressure. However, the accumulator has insufficient adjustment functions for these functions, and is less effective in preventing gear slippage and impact during shifting. Therefore, an automatic transmission control device has been proposed in which the hydraulic circuit is equipped with a solenoid valve that is opened and closed by the output of the electric control circuit to adjust the oil pressure during gear shifting, thereby preventing shocks that occur during gear shifting. has been done. For example, in Japanese Patent Application Laid-open No. 48-13758, there are three solenoid valves A to A for setting speed stages.
In addition to C, there are 4 for pressure regulation when setting each speed stage.
One of the pressure regulating solenoid valves D to G is specified according to the speed change from which speed to which speed (shift mode). The solenoid current is controlled by an analog circuit in response to the rate of change (acceleration) of the engine speed. According to this, smooth switching of the transmission mechanism is performed according to the shift mode. (Problem to be Solved by the Invention) However, the number of pressure regulating solenoid valves is large, and along with this, the number of analog electric circuits for setting the solenoid valve current that are provided in a one-to-one relationship with the pressure regulating solenoid valves. There are many. Analog electrical circuits are
Since there are many electrical elements and each element has temperature characteristics that change relatively significantly, setting the pressure regulating characteristics becomes complicated. Further, a circuit and control logic are required to select the pressure regulating solenoid valve to be energized for pressure regulation depending on the shift mode. In the automatic transmission disclosed in Japanese Patent Application Laid-Open No. 48-59249, pressure is regulated in both the 1-2 shift and the 2-3 shift using a single pressure regulating solenoid and a servo displacement control valve. There is. This pressure regulation is performed by repeating on/off, and the on time and off time are set by an analog circuit. Therefore, in this conventional example as well, the analog circuit for setting the on/off time has a large number of electrical elements and each element has a temperature characteristic that changes relatively greatly, making setting the pressure regulating characteristic complicated. This is especially true when performing fine pressure regulation at a relatively high frequency and with a desired rise characteristic, such as shifting on/off from a low frequency to a high frequency to obtain a desired pressure boost characteristic curve. The problem becomes even bigger. The present invention has a small number of pressure regulating solenoid valves, which are used to smoothly engage gears and prevent slippage and impact during gear shifting in a transmission mechanism, compared to the number of shift modes, and an analog pressure regulating solenoid valve for energizing the solenoid valves. It is an object of the present invention to provide an automatic transmission device that has a very small number of circuit elements and that stably performs pressure regulation control using relatively simple circuits and logic. [Structure of the Invention] (Means for Solving the Problems) In order to achieve the above object, the automatic transmission device of the present invention includes an automatic transmission mechanism including a torque converter and a gear transmission mechanism including a clutch and a brake;
A hydraulic control valve, a flow path switching valve, and a speed stage setting solenoid valve for selectively connecting or uncoupling the clutch and brake to selectively set a plurality of speed stages, and each speed stage is set via these. a fluid circuit including a pressure regulating solenoid valve common to a plurality of speed stages connected to a hydraulic line for setting the pressure of the clutch to be set; an opening detection for detecting the throttle opening of the engine that drives the torque converter; Means: Speed detection means for detecting the rotational speed of the output shaft of the automatic transmission mechanism; Using one of the throttle opening degree and the rotational speed of the output shaft of the automatic transmission as an indicator, the boundary value of the other at an adjacent speed stage Shift reference value memory means for holding as a reference value; speed stage memory means for holding information indicating the set speed stage at each point in time; energization time data for on/off pressure regulation of the pressure regulating solenoid valve; Pressure regulation data memory means for holding de-energization time data and pressure regulation end data; one of the throttle opening detected by the opening detection means and the speed detected by the speed detection means, whichever is defined in the above index, is used as an index. Reference information reading means reads out the boundary value of the speed stage indicated by the information held by the speed stage memory means from the shift reference value memory means; the throttle opening detected by the opening detecting means and the speed detecting means A speed stage that compares the other detected speed that is not defined in the index with the read boundary value, and instructs the fluid circuit to shift to the upper stage when the other is in the upper stage region. setting means; and when the speed stage setting means instructs the speed change setting, the energizing time data and the deenergizing time data are alternately read from the pressure regulating data memory means and the data is set during the time indicated by the read time data. If the time data is energization time data, the pressure regulation solenoid valve is energized, and if the time data is deenergization time data, the pressure regulation solenoid valve is deenergized, and the pressure regulation solenoid valve is energized the number of times determined by the pressure regulation end data. The pressure regulation instructing means sets the pressure regulation solenoid valve to the pressure regulation completion state when the pressure regulation is completed. (Function) According to this, since one pressure regulating solenoid valve is required in common for a plurality of speed stages, the number of pressure regulating solenoid valves is significantly reduced. The number of drivers is reduced. In addition, since the pressure is regulated by repeatedly turning the pressure regulating solenoid valve on and off, the solenoid driver becomes an on/off circuit, that is, a current-carrying circuit with very few analog electrical elements, making circuit design easy. Since there is no need to select and specify the pressure regulating solenoid valve in multiple shift modes, electrical circuits such as selection circuits are omitted, and control logic such as selection is also unnecessary, reducing both hardware and control logic. It gets easier. In addition to these, on-time data and off-time data are stored in the pressure regulation data memory means, and these data are read out to switch the pressure regulation solenoid valve from on to off and vice versa every time the time indicated by the readout data elapses. on/
Since the switch is turned off, an analog circuit for setting the on/off time is not required, and setting of the on/off time characteristic is extremely easy. In other words, the pressure can be finely adjusted to the desired rise characteristic without using an extremely complicated analog circuit. In a preferred embodiment of the present invention, the alternate ON and OFF periods of the pressure regulating solenoid valve for a predetermined period of time are stored in advance in a memory in the form of the number of times a timer is executed, and The number of times the timer is executed is set so that an on/off pattern is formed in which the on period gradually becomes shorter as the on period elapses. When a shift is determined, the microprocessor reads the on/off pattern data from the memory, sets a program timer for a predetermined short period of time, and when the timer expires, it counts up the numerical value and sets the program again. When the counted value matches the value of the on/off pattern data, the pressure regulating solenoid valve is set from energized to deenergized or vice versa, and the on/off pattern data to be compared with the next counted value is set. Specify to indicate the next de-energized section (or energized section). According to this, the pressure regulation rise characteristic by the pressure regulation solenoid valve is determined to be the desired and minute pressure regulation by the on/off pattern data set in advance in the memory, so that the automatic transmission mechanism and the fluid that controls it are determined. Optimal pressure regulation characteristics can be set using memory data in accordance with the speed change characteristics determined by the circuit. Since there are very few analog electrical elements in the solenoid valve driver, and since it is easy to set memory data, it is possible to set pressure regulation characteristics that are substantially unaffected by electrical circuit characteristics. Other objects and features of the present invention will become apparent from the following description of embodiments with reference to the drawings. (Embodiment) FIG. 1 shows the configuration of an automatic transmission mechanism in an embodiment of the present invention. This automatic transmission mechanism includes a torque converter 1, an overdrive mechanism 2, and a gear transmission mechanism 3 with three forward speeds and one reverse speed, and is controlled by a hydraulic circuit as shown in FIG. . The torque converter 1 is a well-known one including a pump 5, a turbine 6, and a stator 7.
is connected to the engine crankshaft 8, and the turbine 6 is connected to the turbine shaft 8. The turbine shaft 9 constitutes the output shaft of the torque converter 1, which also serves as the input shaft of the overdrive mechanism 2, and is connected to a carrier 10 of a planetary gear system in the overdrive mechanism. A planetary pinion 14 supported in a circuit by a carrier 10 meshes with a sun gear 11 and a ring gear 15. A multi-disc clutch 12 and a one-way clutch 13 are provided between the sun gear 11 and the carrier 10, and a multi-disc brake 19 is provided between the sun gear 11 and a housing or overdrive case 16 containing the overdrive mechanism. is provided. The ring gear 15 of the overdrive mechanism 2 is connected to the input shaft 23 of the gear transmission mechanism 3. A multi-disc clutch 24 is provided between the input shaft 23 and the intermediate shaft 29, and a multi-disc clutch 25 is provided between the input shaft 23 and the sun gear shaft 30. A multi-disc brake 26 is provided between the sun gear shaft 30 and the transmission case 18. The sun gear 32 provided on the sun gear shaft 30 is a carrier 3
3. A planetary pinion 34 supported by the carrier, and a ring gear 3 meshing with the pinion.
5. Together with another carrier 36, a planetary pinion 37 supported by the carrier, and a ring gear 38 meshing with the pinion, a two-row planetary gear mechanism is constructed. A ring gear 35 in one planetary gear mechanism is connected to an intermediate shaft 29. Further, the carrier 33 in this planetary gear mechanism is connected to the ring gear 38 in the other planetary gear mechanism, and these carriers and ring gears are connected to the output shaft 39.
is connected to. Also, the carrier 36 and transmission case 1 in the other planetary gear mechanism
8, there is a multi-disc brake 27 and a one-way clutch 2.
8 is provided. In such a hydraulic automatic transmission with an overdrive device, each clutch and brake are engaged or released according to the engine output and vehicle speed by a hydraulic circuit, which will be explained in detail below. ), or one reverse speed by manual switching. The table shows the position of the transmission gear and the operating status of the clutch and brake.

【table】

[Table] Here, ◯ indicates that each clutch and brake are in an engaged state, and × indicates that they are in a released state. FIG. 2 shows that in the automatic transmission shown in FIG.
Clutch and brake 12,1 of the automatic transmission
An example of a hydraulic circuit that selectively operates 9, 24, 25, 26, and 27 and performs a pressure regulating function during automatic or manual gear shifting is shown. This hydraulic circuit includes an oil reservoir 100 and an oil pump 10.
1, pressure regulating valve 200, manual valve 210, 1
-2 shift valve 220, 2-3 shift valve 230, 3
-4 shift valve 250, 2-3 solenoid valve 31
0, 1-2 and 3-4 solenoid valves 320, flow control valves 330, 340, relief valve 350, accumulator 360, and pressure regulating solenoid valve 3
00, shock prevention valve 260, N-D shift control valve 2
80, a 2-3 shift control valve 240, and oil passages that communicate between the various valves. Oil pumped up from an oil reservoir 100 by an oil pump 101 is adjusted to a predetermined oil pressure by a pressure regulating valve 200 and sent to an oil path 102. The manual valve 210 is connected to a shift lever provided on the driver's seat, and is manually operated to adjust the range of the shift lever to P, R, N, D, 3, 2, and L.
In the N position, the oil passage 102 is closed and only the clutch 12 is engaged.
At the D position, the oil passage 102 communicates with the oil passage 104,
At the 3rd and 2nd positions, the oil passage 102 is the oil passage 103,
104, when in the L position, the oil passage 102 communicates with the oil passages 103, 104, 105, 106, and when in the R position, the oil passage 102 communicates with the oil passages 103, 105, 10.
6,107. The pressure regulating solenoid valve 300 opens and closes at a predetermined cycle according to the output of a digital electronic control device 400 (to be described later), and when it is not energized, the hole 301 is closed and the oil passage 102 is closed.
Oil passage 1 connected via orifice 302 from
08, and when energized, the hole 301 is opened and the pressure oil in the oil passage 108 is discharged from the oil drain port 303, thereby generating a pattern of oil pressure changes in the oil passage 108 during shifting as shown in Fig. 4. do. 2-3 Solenoid valve 310 is closed to hole 3 when not energized.
11 and generates hydraulic pressure in the oil passage 109 connected from the oil passage 104 via the orifice 312,
When energized, the hole 311 is opened and the pressure oil in the oil passage 109 is discharged from the oil drain port 313. When the 1-2 and 3-4 solenoid valves 320 are not energized, the hole 321 is closed and hydraulic pressure is generated in the oil passage 110 connected from the oil passage 104 via the orifice 322, and when energized, the hole 321 is opened and discharged. Pressure oil in the oil passage 110 is discharged from the oil port 323. The table shows the relationship between energization and de-energization of the solenoid valves 310 and 320 and the respective gear states.

[Table] 1 to 4 in the table are speed stages set in the automatic transmission mechanism, and mean 1st to 4th speeds, respectively. N is a neutral state. The shock prevention valve 260 has a spool 262 with a spring 261 on its back, a hydraulic oil chamber 263 connected to the oil passage 108, a first pressure regulating oil chamber 264, a second pressure regulating oil chamber 265, and a first regulating oil chamber 263. It has a second hydraulic oil chamber 267 to which the hydraulic pressure of the pressure oil chamber 264 is fed back via an orifice 266, and the hydraulic pressure pattern generated in the hydraulic oil chamber 263 connected to the oil passage 108 at the time of shifting is reflected in the hydraulic oil chamber 267. 263 hydraulic pressure and
The position of the spool 262 is changed by the oil pressure of the second hydraulic oil chamber 267 and the elastic force of the spring 261, and when moving forward, the oil filler port 268 connected to the oil passage 104 and the oil drain are connected to the oil passage 104 in the first pressure regulating oil chamber 264. The opening area of the port 269 is adjusted to adjust the oil pressure of the oil passage 111, and when traveling in reverse, the oil supply port is connected to the oil passage 121 which communicates with the oil passage 107 via the flow rate control valve 330 in the second pressure regulating oil chamber 265. 270 and oil drain port 2
The opening area of the clutch 71 is adjusted and the oil pressure of the oil passage 121 is adjusted to smooth the engagement of the clutch 25 and prevent impact during shifting. Although the second hydraulic oil chamber 267 is not necessarily essential, by feeding back the oil pressure in the first pressure regulating oil chamber 264, the adjusting hydraulic pressure pattern during forward movement can be controlled more accurately, and shock interference during shifting can be controlled more accurately. The stopping effect is improved. The N-D shift control valve 280 has a spring 281 on one side.
An oil chamber 283 connected to the oil passage 112 branched from the oil passage 111, connected to the oil passage 104 via an orifice 284, and when the spool 282 is set to the left in the figure, the oil passage 1
The hydraulic oil chamber 285 is directly connected to the oil passage 104 through an oil passage 104A branched from the oil passage 104A, and the oil chambers 283 and 285 are connected to the servo of the clutch 24 through an oil passage 124. Spool 28
2 is set to the right in the drawing when the manual valve 210 is in the N position (range), and is set to the left in the drawing when it is in the D position. The 2-3 shift valve 230 has a spool 232 with a spring 231 on one side, and in the first and second speeds, the solenoid valve 310 is energized and no oil pressure is generated in the oil passage 109, so the spool 232 has a spring 231. 2
31, the solenoid valve 310 is de-energized, oil pressure is generated in the oil passage 109 and the oil chamber 233, and the spool 232 is set to the right in the figure. The 1-2 shift valve 220 has a spool 222 with a spring 221 on one side, and in the first and third speeds, the solenoid valve 320 is energized and no oil pressure is generated in the oil passage 110, so the spool 222 is connected to the spring 221.
In the second and fourth speeds, the solenoid valve 320 is de-energized, hydraulic pressure is generated in the oil passage 110 and the oil chamber 223, and the spool 232 is set to the left in the figure. The 2-3 shift control valve 240 has a spool 242 with a spring 241 installed on its back, and in the first and second speeds, the oil pressure of the oil passage 102 is supplied to the oil chamber 243, and the spool 242 is set to the left in the figure. In the third and fourth gears, the oil pressure in the oil passage 122 connected to the oil passage 102 is applied to the oil chamber 2.
44, and the spool 242 is fixed to the right in the figure. The 3-4 shift valve 250 has a spool 252 with a spring 251 on its back, and in the first and second speeds, the oil passage 10
Hydraulic pressure is supplied to the oil chamber 253 from the oil passage 113 connected to the spool 252, and the spool 252 is fixed to the left in the figure.
In the third speed, the oil passage 103 and the oil passage 113 are connected by the movement of the 2-3 shift control valve 240, and if the manual valve 210 is in the D position, the oil pressure in the oil chamber 253 is discharged, and in the fourth speed, the solenoid valve 320 is de-energized, hydraulic pressure is generated in the oil passage 110 and the oil chamber 254, and the spool 252 is set to the right in the figure. Next, the operation of the above hydraulic control circuit will be explained. When the manual valve is in the N position, the solenoid valve 30
0, 310, 320 are de-energized and oil path 1
02 line pressure engages the clutch 12 via oil passages 117 and 118. When manually shifting to the D position, in the first gear, the clutch 24 passes through the oil passage 104.
Pressure oil is supplied to the accumulator 360,
The accumulator 360 maintains a pressure suitable for smoothly engaging the clutch 24 for a certain period of time until the pressure accumulation is completed in the oil chamber 363. Also, oil path 104
and clutch 24 means orifice 284, N-D
The shock prevention valve 260, the oil passages 111 and 112, the N-D shift control valve 280, and the oil passage 1 are connected to each other via the shift control valve 280 and the oil passage 124.
They are connected via 24. The order in which the pressure oil in the oil passage 104 is supplied to the clutch 24 is as follows. First, the shock prevention valve 260 releases pressure oil whose hydraulic pressure has been adjusted according to the hydraulic pattern shown in FIG.
Oil passages 111 and 112, N-D shift control valve 280
The clutch 2 passes through the oil chamber 283 and the oil passage 124.
4 to smoothly engage the clutch 24 to prevent shifting shock. During this time, oil passage 1 is passed through oil passage 124 and orifice 284.
The hydraulic oil chamber 285 of the N-D shift control valve connected to the clutch 24 is gradually increased in pressure, the spool 282 is moved to the left in the figure, and the oil passages 112 and 124 are connected in synchronization with the completion of engagement of the clutch 24. At the same time, the oil passages 104A and 124 are connected. As a result, the clutch 24 is supplied with line pressure, and the manual valve 2
This state continues while 10 is in the D position. During the 1-2 shift, the solenoid valve 300 opens and closes at a predetermined cycle for a certain period of time (for example, 2 seconds), and the oil pressure in the oil chamber 263 changes as shown in FIG. 4, and the first pressure regulating oil changes according to this oil pressure change. The hydraulic pressure adjusted in the chamber 264 is delivered to the brake 2 through the oil passages 111 and 114, the flow control valve 340, and the oil passages 115 and 116.
6 smoothly engage. When the brake 26 is engaged, the spool 362 of the accumulator 360 connected to the oil passage 116 is moved to the right in the figure by the spring 361 and the oil pressure of the oil passage 116. During the 2-3 shift, the solenoid valve 310 is
is de-energized and the spool 232 of the 2-3 shift valve moves to the right in the figure, and the oil passage 111 communicates with the oil passage 119 and the oil passage 114 passes through the oil passage 107 and connects to the oil drain port 211.
Connect to. A 2-3 shift is a shift from the brake to the clutch without using a one-way clutch.
It is necessary to maintain the engaged state of the brake 26 for a certain period of time. Therefore, the brake 26 is released by maintaining the engaged state for an optimum time by the flow control valve 340 and the accumulator 360, and then energizing the solenoid valve 320, the spool 222 of the 1-2 shift valve moves to the right in the figure, and the oil passage 116 is drained. This is done in communication with the oil port 224. During the 2-3 shift, the 2-3 shift control valve 240 is set to the left in the figure, with the line pressure of the oil passage 102 being supplied to the oil chamber 243, and the oil passage 119 is connected to the oil passage 120 to engage the clutch 25. The oil passage 102 also communicates with oil passages 113 and 117, and the spool 252 of the 3-4 shift valve is fixed to the left in the figure, and the oil passage 102 is connected to the oil passages 113 and 117.
Clutch 12 is engaged via 18. 2-3
When the shift is completed, the adjusted pressure increases to the line pressure, and at this time, the hydraulic pressure of the clutch 25 and the action of the spring 241 move the spool 242 to the right in the figure. As a result, from the oil passage 122 to the oil chamber 2
44 is supplied with hydraulic pressure, the spool 242 is fixed to the right in the figure, and the oil passage 119 is connected to the oil passage 117 and the oil passage 11.
3 communicates with oil passage 103. During the 3-4 shift, the solenoid valve 320 is de-energized, so the 3-4 shift
The spool 252 of the 4-shift valve 250 moves to the right in the figure, the oil passage 118 communicates with the oil drain port 255, the clutch 12 is released, and the oil passage 123 passes through the oil passages 117 and 119 to the first pressure regulation. The hydraulic pressure regulated in the oil chamber 264 is supplied to the brake 19 for smooth engagement. During the 4-3 shift, the opposite action to the above is performed, and during the 3-2 shift, the solenoid valve 32
0 is de-energized, the solenoid valve 310 is energized and the second
The driver then shifts down to speed and adjusts the oil pressure using the shock prevention valve 260 to synchronize the engine and transmission rotations. Further, the 2-1 shift has the opposite effect to the 1-2 shift. Manual valve 210 is 3
At the position, the oil chamber 25 passes through the oil passages 103 and 113.
Line pressure is supplied to the 3-4 shift valve 250, and the spool 252 of the 3-4 shift valve 250 is fixed to the left in the figure.
Shifting to high speed is prevented, and when in L position, oil path 1
05, pressure oil is supplied to the oil chamber 234 of the 2-3 shift valve, and the spool 232 is fixed to the left in the figure.
Shifts to 2nd, 3rd, and 4th gears do not occur. When the manual valve 210 is in the R position, pressure oil is not supplied to the oil passage 104, so the solenoid valves 310, 320
No oil pressure is applied to the oil passages 108 and 109 connected to the oil passages 108 and 109, and oil pressure is applied to the oil passage 105, and the 2-3 shift valve is set to the left in the figure. The hydraulic pressure that has entered the oil passage 107 enters the oil passage 122 on one side, and the other side passes through the flow control valve 330 and the oil passage 121 to the shock prevention valve 2.
The oil pressure is adjusted in the second pressure regulating oil chamber 265 of 60, and it enters the first piston of the clutch 25 through the oil passage 121, and also enters the second piston of the clutch 25 through the oil passages 119 and 120, engaging the clutch 25 smoothly. let Also, oil passages 102 and 106 are in direct communication, and brake 27 is engaged before clutch 25 is engaged. FIG. 3 shows a digital electronic control device 40 that controls the opening and closing of solenoid valves 300, 310, and 320.
The schematic configuration of 0 is shown. Digital electronic control device 40
0 is called a central processing unit or microprocessor, and its main component is a large-scale integrated semiconductor logic device (hereinafter abbreviated as CPU) 401 having advanced digital arithmetic processing functions, and its logic operation control program, , a read-only storage device (hereinafter referred to as ROM) 402 that fixedly stores various data, a read/write storage device (hereinafter referred to as RAM) 403 that stores and reads read data from the ROM 402 and temporary input/output data, A system controller 40 that specifies input/output ports 404, clock pulse generator 405, frequency divider 406, and read/write storage.
Consists of 7. CPU401 and ROM402
RAM 403 has an address line, a data line, and a clock pulse line connected in common, and a basic clock is generated by an oscillator 405 and applied to the basic clock input terminals of each device 401-403, 406. A frequency divider 406 divides the frequency of this basic clock and applies it to the interrupt terminal of the OPU 401. In this embodiment, the interrupt detects a change in the running state of the vehicle to running on a hill or from running on a hill to running on a flat road, and in response, restricts the switching of the running range or restricts the switching of the running range. In order to do this, the output pulse period of the frequency divider 406 is used. An outline of the interrupt operation in the CPU 401 will be explained below with reference to FIG.
The program in ROM 402 is advanced one by one by a program counter. What is the interrupt function?
This function forcibly moves the address of the program counter to a specific address (address 3CH in Figure 5) when a pulse is applied to the interrupt terminal of the CPU 401. teeth
An interrupt instruction is not executed at a program address that is held in the CPU 401 and would cause an error if executed. The interrupt instruction is held up to address ABH of the interruptible program, where the interrupt is recognized and the program counter code changes to a specific interrupt address (address 3CH in Figure 5).
When the execution of the program at that address is completed, the process returns to the address ACH next to the interrupt instruction recognition address. In addition to such interrupt detection and interrupt execution programs, the ROM 402 also contains the following programs, which will be described later.
Traveling speed range judgment program for flat road driving and its reference data, Traveling speed range switching program, Slope driving detection program and its reference data, Traveling speed range switching constraint program,
Program data such as a restraint release program, a solenoid valve pressure adjustment program, a crank noise prevention program, and reference data used for judgment and detection thereof are stored. These programs are executed mainly depending on the shift lever position (L, 2, 3, 4, R, etc.), vehicle speed (rotational speed of the output shaft of the automatic transmission), and throttle opening. , the opening and closing of solenoid valves 300, 310, and 320 are controlled by executing the program. Therefore, a shift lever position sensor 410, a vehicle speed signal generator 420, a throttle opening sensor 430, and solenoid drivers 440, 441, and 442 are connected to the input/output port 404. In addition, in FIG. 3 and the following explanation, the input/output port 404 and the frequency divider 406 are connected to the ROM 40.
2.Although we will explain this as separate from the RAM 403, there are also ROMs and RAMs in which input/output ports are housed in one chip, and even RAM in which a frequency divider and input/output ports are housed in one chip. exist. Therefore, it should be noted that the representations in the drawings and the description of the structures described below are based on one representation system, and there may be no necessity for all devices or elements to be combined exactly as shown. FIG. 6a shows a specific example of the basic parts of the digital electronic control device 400 shown in FIG. In this example, the ROM 402 has two chips 402
-1 and 402-2. By applying a constant voltage of +5V to each part and closing the switch 407, the ROM 402
-1,402-2 The control operation starts from the beginning (START) of the program, and the ROM40
In accordance with the programs stored in 2-1 and 402-2, each operation described below is repeatedly continued. +5V
A constant voltage is given by a constant voltage circuit shown in FIG. 6b. As shown in FIG. 6c, the vehicle speed generator 420 includes an induction coil 421 that detects the rotation of a permanent magnet connected to the output shaft of the transmission, and a pulse generator 4.
22, and a pulse having a frequency proportional to the rotational speed of the output shaft is outputted from the pulsing circuit 422. This output pulse is applied to the count pulse input terminal CLK of the counter COU. Counter COU's count code is provided to the latch LUT. This latch operation and counting operation are continued while constant periodic pulses are applied to the frequency divider FDE from the output terminal Timer OUT of the RAM 403. Therefore, the output code of the latch LUT represents the vehicle speed, and the output code of the ROM402-1 input port PA0~
Applied to PA7. Terminals PA0 to PA7 of the ROM 402-2 are connected to a switch 45 for specifying the timer period shown in FIG. 6b.
0 is connected, and the terminals PB0 to PB of ROM402-1
7, connectors 451, 45 as shown in FIG. 6e.
A switch of a shift lever position sensor 410 is connected via 2. Also, the port of RAM403
Connector 4 to PA0 to PA7 as shown in Figure 6f.
Throttle opening sensor 43 via 53,454
Similarly, solenoid driver 4 as shown in Fig. 6g is connected to PB0-7 ports of RAM403.
40 to 442 are connected. The throttle opening sensor 430 has a shaft 431 that is connected to the rotating shaft of the throttle valve and rotates together with the rotating shaft, a plurality of rotary contacts fixed to the shaft 431, and fixed contact pieces equal in number to the number of contacts.
It is a potentiometer type digital code generator, and the top view of its terminal lead extraction side is shown in Figure 7a.
The sectional view taken along the line BB is shown in FIG. 7b. This digital code generator 430 is designed to represent the throttle opening in 16 steps from 0 to 15 with a 4-bit code, and has four output leads that output bit signals for each of the 1st to 4th digits. 432 ₁ to 432 ₄ and one ground connection lead 432 _G are disk-shaped printed circuit boards 433
are connected to each of the divided printed electrodes. An enlarged plan view of the printed circuit board 433 is shown in FIG. 7c. The printed circuit board 433 has divided electrodes 433 ₁ to 433 to obtain each bit output of the first to fourth digits.
433 ₄ and a split electrode 43 maintained at ground potential
_3G is formed, and four divided electrodes 433 ₁
~433 ₄ rotates the printed circuit board 433 every 90 degrees.
When divided, it is placed in each divided part. This printed circuit board 433 is fixed to a housing base 434. A slider 435 made of an elastic material is fixed to the shaft 431. A plan view of this slider 435 is shown in FIG. 7d. This slider 435 has four arms 435 ₁ at 90° intervals.
~435 ₄ is formed, and arm 435
Another arm _435G is formed between ₁ and ₄₃₅₄ . These arms 435 ₁ to 43
Contact members 436 ₁ to 436 ₄ , 136 _G are fixed to the tips of each of 5 ₄ and 435 _G , and a printed circuit board 433 is fixed to the housing as shown in FIG. 7b. When the contact members 436 1 to 43 are fixed, the contact members 436 ₁ to 43
6 ₄ are divided electrodes 433 ₁ to 433 _{2 .}
The contact member _436G contacts the innermost arcuate portion of the divided electrode _433G .
That is, in the rotation range (90 degrees) of the shaft 431, the contact member 436 _G always contacts the divided electrode 433 _G , but each of the contact members 436 ₁ to 436 ₄
Depending on the outermost electrode pattern of each of the divided electrodes 433 ₁ to 433 ₄ , it may or may not contact each divided electrode. For example, when looking at the divided electrode 433 ₁ , the contact member 43
When 6 ₁ is in contact, it is at ground potential, and the connection lead 432 ₁ connected to it via through-hole plating and back electrode is at ground potential, but when contact member 436 1 is not in contact, the connection lead 432 ₁ is at ground potential. 432 ₁ and divided electrode 433 ₁ are +
It is at a level of 5V. This connects leads 4 through connectors 453 and 454 as shown in Figure 6f.
This is because a voltage of +5V is applied to ₃₂₁ .
In this way, each of the divided electrodes 433 ₁ to 433 ₄ is formed with an electrode pattern that becomes the ground level or the +5V level depending on the rotation angle of the shaft 431, that is, the slider 435. In this embodiment, the 90° rotation range of the shaft 431 is divided into 16 parts, and the throttle opening degree is expressed in 16 stages.
The electrode pattern of each of the divided electrodes 433 ₁ to 433 ₄ corresponds to the rotation angle of the shaft 431, as shown in FIG.
and +5V level "1", and the outputs θ ₁ to 432 4 of the connection leads 432 ₁ to 432 ₄
The _four bits of θ4 represent each of the throttle angles from 0 to 15. Such a gray pattern is provided by the contact members 436 ₁ to 436
₄ is momentarily or temporarily divided electrode 433 ₁ ~
This is to ensure that even if the throttle opening is in a non-contact state with ₄₃₃₄ , the throttle opening indicated by the codes θ ₁ to _{θ 4} at that time is not much different from the actual opening. For example, the throttle opening is from 3 (0010) to 4.
(0110) When the contact member ₄₃₆₃ contacts the divided electrode ₄₃₃₃ , the opening degree code remains 0010 and represents the opening degree 3, and the opening degree 4
There is no indication of an opening that is far from the front or rear. In the case of a normal binary code, for example, opening degree 3 is represented by 0011 and opening degree 4 is represented by 0100, but from 0011 to
While changing to 0100, it represents an opening that is different from openings 3 and 4, such as 0111 (opening 7), 0101 (opening 5), 0000 (opening 0), or 0001 (opening 1). However, the aforementioned throttle opening sensor 430 does not generate such discrete codes. Solenoid valve 30 having the same structure as shown in Fig. 8a.
0,310,320, and its cross-sectional view taken along line BB is shown in FIG. 8b. This solenoid valve is constructed by joining a valve plate 437 and a carrier 438 by spot welding, joining an orifice plate 439 to the valve plate 437 by projection welding, and then inserting a sleeve 440 into a hole in the carrier 438 to connect the tip of the sleeve 440 to the valve plate 438. The carrier 438 and the tail end of the core 441 are fixed to the back plate 443 by caulking with the coil case 442 attached by pressing the tip of the core 441 against the rear end of the sleeve 440. In addition, 4
44 is a plunger, and 445 is a compression spring. In this solenoid valve, the distance between the orifice plate 439 and the plunger 441, that is, the plunger operating space, is determined by the sum of the thickness of the valve plate 437 and the length of the sleeve 440.
Its accuracy depends only on the accuracy of the thickness of the valve plate 437 and the length of the sleeve 440, and the length error of the plunger 441 and the thickness error of the back plate 443 do not affect the determination of the operating space of the plunger 444. Next, flowcharts of the main operating programs fixedly stored in the ROMs 402-1 and 402-2 are shown in FIGS. 9a to 9k. below,
The operation of the digital electronic control device 400 shown in FIG. 3 will be explained with reference to these flowcharts.
The program starts when the switch 408 is momentarily closed (Fig. 9a), and after all the contents of the RAM 403 are cleared, the throttle opening θ is
₁ to _θ4 are read and stored at the address designated as THRO. Next, the vehicle speed (the latch in Figure 6c)
The LUT output code) is read and stored at the address specified as RPM. Next, an interrupt is performed to detect a slope or a change from a slope to a flat road. This detection means reading the vehicle speed and
This is performed after writing to the RAM 403 is completed. Slope detection using this interrupt will be described in detail later, but based on the throttle opening THRO, vehicle speed RPM, and their accelerations, it is determined what slope or flat road the vehicle is traveling on, and if the slope is large or If the gear ratio is not appropriate for the current gear position, a downshift command is issued, and upshifting is not performed again until a release command is output, and a decrease in the slope is also detected to release the downshift and release the shift up restriction. This is a program that outputs a release command to release the suspension. PD001 to PD006 are respectively 1→2 shifting, 2→1 shifting, 2→3 shifting, 3→2 shifting, and 3→
This is a shift pattern for determining 4-shift and 4→3 shift, and X1, X1, X2, X2 and
3. Y3 is the throttle opening in the shift pattern
This is the shift point determined by THRO (θ ₁ to _{θ 4} ). Above shift pattern PD001~PD00
6 is the 11th vehicle speed relative to the throttle opening.
The relationship is shown in figure a, and this shift pattern uses the throttle opening from 0 to 15 as an address, and the vehicle speed as memory data, which is stored in the ROM402-1, 402.
2-2 is stored as reference data. The X1 to X3 and Y1 to Y3 represent the vehicle speed of each shift pattern with respect to the throttle opening. The pattern shown in FIG. 11a is used as reference data for speed change when driving on a flat road when the shift lever is in the "D" position, and when driving on a slope, the pattern is changed according to the slope of the slope. In addition to changes, it is used as reference data for speed stage switching,
When the shift lever is in the "3", "2" and "1" positions, the shifts are 3→4, 2→3 and 1, respectively.
→The pattern has been changed to restrict speed stage switching in 2. That is, the pattern is the standard pattern shown in FIG. 11a. This pattern change is based on the shift lever position POSi or the slope slope (SLOPE 2H, SLOPE 3H and SLOPE 4H) detected by the interrupt program.
This is done when writing to 03. That is,
When the shift lever is in the "3" position, PD0 is written when writing the standard pattern to RAM403.
05, as shown in Figure 11b, the vehicle has shift lever position "3" and a gentle slope.
When SLOPE 4H, the 11th
As shown in figure c, the speed stage is determined by rewriting PD005 and PD006 to a constant vehicle speed that is not related to the throttle opening THRO, that is, the maximum vehicle speed that can be achieved in the third gear of the vehicle (140 km/h), which corresponds to the maximum engine rotation speed. Create reference data for switching. Similarly, when the shift lever position is SLOPE 3H, the 11th d
As shown in the figure, PD002 to PD006 are written as the maximum vehicle speed values that can be achieved in the second and third speeds, regardless of the throttle valve opening THRO.
In addition, when the shift lever position is "L" and when the steep slope 2H is on, all patterns PD001 to PD00 are displayed as shown in FIG. 11e.
6 is unrelated to throttle opening THRO. Write as the maximum vehicle speed value corresponding to each speed stage. Patterns of these various modes PD001 to PD00
The speed stage switching with reference to 6 is performed as follows. That is, frequency divider 406 (FIG. 3)
A slope is detected by executing an interrupt program that is periodically executed based on the output pulses of , and one of the modes shown in FIGS. 11a to 11e described above is selected accordingly. If you are currently driving on a flat road and the shift lever position is "D", the 11a
Each of the patterns PD001 to PD006 shown in the figure is specified, and by referring to the current speed stage SR and throttle opening θ, if they are, for example, θ=9 and SR=2, the boundary patterns PD002 and PD of that speed range are identified.
Read the vehicle speed value Y1≒15 and X2=70 at θ=9 of 003 and compare it with the actual vehicle speed value AS, and find that AS<15=Y
If it is 1, a 2→1 shift command is issued, and AS≧70=X
If it is 2, a 2→3 shift command will be issued, and 15≦AS＜70
If so, the current status is fixed and no gear change command is issued. When the shift lever position is in another position,
When the slopes are 4H to 2H, the corresponding mode patterns (Figures 11b to 11d)
Two vehicle speed values PD001 to PD006 (boundary between high speed switching side and low speed switching side) are selected with reference to the current speed stage, and the actual vehicle speed is compared with these vehicle speed values. However, when driving on a flat road with the shift lever "D", switching to all speeds is automatically performed, but when the shift lever position is "3", "2", and "L" Tokiya,
When driving on a slope, the reference pattern data on the high speed side, that is, the vehicle speed comparison data, is determined to be the vehicle speed value corresponding to the maximum engine revolution at each speed stage. Accelerate with the speed “3” and move to the third position.
When the maximum vehicle speed is reached, a gear shift is performed to prevent engine overrun (overspeed). Shift down pattern PD002, PD00
4. The reason why PD006 is also shifted is to obtain appropriate engine braking. In this way, by fixing the shift-up pattern and shift-down pattern, which are the reference data, to a high vehicle speed value regardless of the opening degree of the throttle valve, hunting caused by temporary gear change switching is eliminated when driving on a slope. The speed stage selection flow described above is the flow in the lower half of FIG. 9a, the upper third of FIGS. 9b, 9c, and 9d. In addition,
Just to be sure, to explain the selection of speed gears in a little more detail, when SLOPE = 2H (Figure 11d), when the vehicle is running on a slope in 2nd gear, the gear ratio is not appropriate, so SLOPE = 2H (Figure 11d). Patterns PD001 to PD006 are determined so that the vehicle travels at a high speed (Fig. 11d). Therefore, the 1→2 shift point X1 and the 2→1 shift point Y1 are fixed to the high speed side (X1=65 Km/h, Y1=54 Km/h in the example of ,Y2, 96km/h,
3=140Km/h, Y3=129Km/h). When SLOPE=3H, the transmission ratio is not appropriate when the vehicle is running on a slope in 3rd gear, so each pattern is determined so that the vehicle runs in 2nd gear or 1st gear. Therefore, for 1 → 2 shifting and 2 → 1 shifting, the shifting pattern on a flat road is PD00.
1. Using PD002, 2→3 shift point X2, 3→
2 shift point Y2 to the high speed side (X2 in the example of Fig. 11c)
= 106Km/h, Y2 = 96Km/h). Furthermore, as in the case of SLOPE=2H, the 3rd to 4th shift point
3, 4→3 shift point Y3 is also fixed to the higher speed side than X2, Y2. When SLOPE=4H, the gear ratio is not appropriate when the vehicle is running in 4th gear, so each pattern is determined so that the vehicle runs in 3rd gear, 2nd gear, or 1st gear. Therefore, 1→2 shifting, 2→1
For shifting, 2→3 shifting, 3→2 shifting, shift patterns on flat road PD001, PD002,
Using PD003 and PD004, 3 → 4 shifting X3,
4→3 shift Y3 to the high speed side (in the example of Fig. 11b,
3=140Km/h, Y3=129Km/h).
The shift lever position read by the shift lever position sensor is stored in the address as POSi2, and the previously stored POSi2 is stored in the address of POSi1 as the previous shift lever position. In this flowchart example, when the shift lever is in "N" and "R", the program returns directly to the beginning, but before returning to the program, necessary controls can be performed on the solenoid valves 300, 310, and 320. Obviously it can be done. The previously memorized gear position is stored at the address set as SOLEN, and the 1st and 2nd gears of each speed position are
SOLEN=1 corresponds to speed, 3rd speed, and 4th speed.
2, 3, 4. In this embodiment, there are four speed stages: 1st speed, 2nd speed, 3rd speed, and 4th speed.
When changing gears, there are three shift points to be compared. For example, the current speed stage (i.e.
SOLEN) is in 1st gear, the possible gearshifts if you ignore the actual gearshifting are 1 → 2 gear, 1 → 3 gear, 1 →
It has 4 speeds. If the current speed stage is 2nd speed, 2→1
Shifting, 2→3 shifting, 2→4 shifting, if the current speed is 3rd gear, 3→4 shifting, 3→2 shifting, 3→1 shifting, if the current speed is 4th gear, 4→3 Shift, 4→
2-speed, 4->1-speed. As above,
Three shift points can be created for the current gear (SLOEN). These three shift points are PAX1,
They are PAX2 and PAX3. In other words, the current speed stage
There are six shift points for SLOEN (1→2:X1,
2 → 1: Y1, 2 → 3: X2, 3 → 2: Y2, 3
→4:X3, 4→3:Y3), the three necessary shift points PAX1, PAX2, and PAX3 can be determined. This is shown in the table

〔Effect of the invention〕

As explained above, in the present invention, only one pressure regulating solenoid valve is required for a plurality of speed stages, so the number of pressure regulating solenoid valves is significantly reduced. The number decreases. In addition, since the pressure is regulated by repeatedly turning the pressure regulating solenoid valve on and off, the solenoid driver becomes an on/off circuit, that is, a current-carrying circuit with very few analog electrical elements, making circuit design easy. Since there is no need to select and specify the pressure regulating solenoid valve in multiple shift modes,
Electric circuits such as selection circuits are omitted, and control logic for selection and the like is also unnecessary, simplifying both hardware and control logic. Furthermore, an analog circuit for setting on/off time is not required, and setting of on/off time characteristics is extremely easy. In other words, the pressure can be finely adjusted to the desired rise characteristic without using an extremely complicated analog circuit.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the configuration of an automatic transmission mechanism according to an embodiment of the present invention. FIG. 2 is a block diagram showing the hydraulic circuit of this embodiment of the invention. FIG. 3 is a block diagram showing the configuration of an electronic control device according to this embodiment of the present invention. Figure 4 shows the second
It is a time chart showing the energization state of the solenoid valves 300, 310, and 320 shown in the figure at each speed stage. FIG. 5 is a plan view showing storage addresses of program data related to interrupt processing of the microprocessor 401 shown in FIG. 6th
Figure a shows the microprocessor 40 shown in Figure 3.
1 is an electric circuit diagram showing the mutual connection relationship between ROM 401 and RAM 403. Figure 6b shows the sixth
FIG. 3 is an electric circuit diagram showing a power supply circuit that applies a constant voltage of +5 V to the electric circuit shown in FIG. FIG. 6c is an electrical circuit diagram showing the configuration of vehicle speed detection circuit 420 shown in FIG. 3. Figure 6d shows the ROM4 in Figure 6a.
4 is an electric circuit diagram showing a circuit connecting 02-2 and a deep switch 450. FIG. FIG. 6e shows the shift lever position sensor 410 and FIG. 6a.
FIG. 4 is an electric circuit diagram showing a circuit connecting with the ROM 402-1. FIG. 6f is an electrical circuit diagram showing a circuit connecting the throttle opening sensor 430 and the RAM 403 shown in FIG. 6a. FIG. 6g shows a solenoid driver 440 to energize solenoid valves 300, 310, and 320 shown in FIG.
442. FIG. 7a is a plan view of the throttle opening sensor 430 shown in FIG. 3, FIG. 7b is a sectional view taken along the line BB, FIG. 7c is an enlarged plan view of the printed circuit board 433, and FIG. 7d is a plan view of the throttle opening sensor 430 shown in FIG. FIG. 7e is a plan view showing the slider 435, and FIG. 7e is a plan view showing the output code of the throttle opening sensor 430. Figure 8a shows the second
Solenoid valves 300, 310, 32 shown in the figure
Front view showing one of 0, Figure 8b is its B-
It is an enlarged sectional view taken along the line B. 9a, 9b, 9c, and 9d are flowcharts showing the speed change control operation of the microprocessor 401 shown in FIG.
Flowcharts 9f, 9g and 9h showing an outline of the crank noise prevention control operation of No. 01 are flowcharts 9i and 9i showing details of the crank noise prevention control operation of the microprocessor 401.
9j and 9k are flowcharts showing the slope detection operation of the microprocessor 401 shown in FIG. FIG. 10a shows the solenoid valves 300, 310 and 320 shown in FIG.
This is a time chart showing the on/off timing when preventing crank noise. FIG. 10b is a time chart showing the on/off timing of the solenoid valves 300, 310, and 320 shown in FIG. 2 for pressure regulation when shifting to an upper gear. Figure 11a shows the ROM 40 shown in Figure 3.
2 is a graph showing speed stage switching reference data stored in No. 2. 11b, 11c, and 11d are graphs showing speed stage switching reference data written in the RAM 403 shown in FIG. 3 in response to the detected slope. FIG. 12a is a graph showing speed gear switching boundaries and regions where crank noise can occur (diagonal lines) with respect to vehicle speed and throttle opening of the automatic transmission mechanism shown in FIG. 1st
FIG. 2b is a graph showing the torque of the output shaft of the automatic transmission mechanism shown in FIG. 1 when the throttle opening is returned to the idling opening during second speed running. FIG. 12c is a graph showing the relationship between the vehicle speed and the delay time T ₂₃ necessary to prevent crank noise when shifting from the second speed to the third speed, which is stored in the ROM 402 shown in FIG. 3. FIG. 12d is a graph showing the torque of the output shaft of the automatic transmission mechanism shown in FIG. 1 when the throttle opening is returned to the idling opening during first speed running. Figures 13a and 13b
13c and 13d are graphs showing the relationship between slope inclination and vehicle speed at each speed stage of a vehicle incorporating the automatic transmission mechanism shown in FIG. 1. Figures 14a, 14b and 14c
The figure is a graph showing a slope running area and a flat road running area at each speed stage of a vehicle incorporating the automatic transmission mechanism shown in FIG. Chapter 15a
The figure is a graph showing the relationship between traction force and vehicle speed of a vehicle incorporating the automatic transmission mechanism shown in FIG.
FIG. 15b is a graph showing the relationship between road surface gradient and acceleration of a vehicle incorporating the automatic transmission mechanism shown in FIG. 1. FIG. 1: Torque converter, 2: Overdrive mechanism, 3: Gear transmission mechanism, 3: Pump, 6: Turbine, 7: Stator, 8: Crankshaft, 9: Turbine shaft, 10: Carrier, 11: Sun gear, 12:
Multi-disc clutch, 13: One-way clutch, 14: Planetary pinion, 15: Ring gear, 16: Case, 19: Multi-disc brake, 100: Oil sump, 2
00: Pressure adjustment valve, 210: Manual shift valve, 220: 1-2 shift valve, 230: 2-3
Shift valve, 240:2-3 shift control valve, 25
0: 3-4 shift valve, 260: Impact prevention valve, 28
0: N-D shift control valve, 300: Pressure adjustment solenoid valve, 310, 320: Switching solenoid valve (speed stage setting solenoid valve), 400: Digital electronic control device, 401: Microprocessor (speed stage memory means, see 402: ROM (shift reference value memory means), 403: RAM (shift reference value memory means, pressure regulation data memory means), 41
0: Shift lever position sensor, 420: Vehicle speed detection circuit (speed detection means), 430: Throttle opening sensor (opening detection means).

Claims (1)

[Claims] 1. An automatic transmission mechanism including a torque converter and a gear transmission mechanism including a clutch and a brake; the clutch and brake are selectively engaged or disengaged to selectively set a plurality of speed stages. A hydraulic control valve, a flow path switching valve, and a speed stage setting solenoid valve are used to set each speed stage.Through these, a common adjustment for a plurality of speed stages is connected to a hydraulic line for setting the pressure of the clutch. a fluid circuit including a pressure solenoid valve; opening detection means for detecting the throttle opening of the engine that drives the torque converter; speed detection means for detecting the rotational speed of the output shaft of the automatic transmission mechanism; Shift reference value memory means that uses one of the rotational speed of the output shaft of the transmission as an index and holds the other boundary value at an adjacent speed stage as a reference value; holds information indicating the set speed stage at each point in time; speed stage memory means for controlling the on/off pressure of the pressure regulating solenoid valve; pressure regulating data memory means holding energizing time data, deenergizing time data, and pressure regulating end data for on/off pressure regulation of the pressure regulating solenoid valve; The boundary value of the speed gear indicated by the information held in the speed gear memory means is determined by referring to the shift gear, using one of the throttle opening and the speed detected by the speed detecting means as an index. Reference information reading means for reading from the value memory means; Comparing the throttle opening detected by the opening detecting means and the speed detected by the speed detecting means, the other not defined in the index, with the read boundary value. , speed stage setting means for instructing the fluid circuit to set the speed change to the upper stage when the other is in the upper stage region; and, when the speed stage setting means instructs the speed change setting, the pressure regulation data memory means The energizing time data and the deenergizing time data are read alternately, and during the time indicated by the read time data, if the time data is the energizing time data, the pressure regulating solenoid valve is energized, and the time data is turned off. Pressure regulation instructing means that deenergizes the pressure regulation solenoid valve when the pressure regulation end data is reached, and sets the pressure regulation solenoid valve to the pressure regulation completion state when the pressure regulation solenoid valve is energized a number of times determined by the pressure regulation completion data; . 2. The energizing time data and the deenergizing time data are each plural, and the energizing times indicated by them are long for those executed first and short for those executed later. Automatic transmission device as described in section. 3. The energizing time data and the deenergizing time data indicate the number of times the timer is executed, and the pressure regulation instructing means energizes the pressure regulating solenoid valve when the timer has been executed for the number of times indicated by the energizing time data. The instruction is switched to a de-energization instruction and the timer is executed for the number of times indicated by the next de-energization time data. When this is completed, the de-energization instruction is switched to an energization instruction and the timer is executed for the number of times indicated by the next energization time data. , an automatic transmission device according to claim 2.